Author: Jacques Quass de Vos
South African and Japanese cities are hardly comparable unless we want to play a game of “spot-the-difference.” Firstly, its populations are vastly different: urban South Africa is comprised of a plethora of races and cultures – each one proportionally significant – as opposed to the generally homogenous population of Japan. The same goes for language. Likewise, we’ll see differences in architecture, infrastructure, etc.
Our interest here, however, is the safety and walkability of urban centres and what South Africa can learn from investigating Japanese cities.
Defining Walkability
Widespread literature on pedestrian walkability emphasises the importance of constant sidewalk access, high connectivity of pathways, and the variety of land uses in the area in question.[1] Furthermore, pedestrian route choices are influenced by a path’s perceived safety, simplicity, aesthetics, accessibility of destinations, and the presence of green areas free of pollution.[2]
Key considerations also include pedestrian separation from traffic, the absence of high-speed traffic, and safe access for people of different abilities.[1] Different indexes use different variables and datasets, each with their comparative advantages; however, most indices use some subset of variables based on the factors above.
Still, the lack of standardisation makes cross-study comparisons difficult.[3] An example of a misleading walkability index could be Tourlane’s Top 50 Most Walkable Cities in the World.[4] The list is based solely on the distance of the shortest route to the city’s top 5 attractions, with Florence taking the #1 spot.
Walkability is supposed to measure liveability – not the ease of managing a one-day itinerary. Therefore, we define urban walkability as the ease and enjoyment of pedestrian-oriented infrastructure. Walkable spaces have a positive effect on physical activity, mental health, social interaction, safety, community, and culture:[5][6]
The Walkability of Japanese Cities
While Japanese cities are by no means the gold standard of pedestrian priority – as opposed to Amsterdam – it certainly acts as a worthwhile case study, as its urban centres have some unique characteristics.
Firstly, Japanese cities have a higher mean walkability score than the US (which is unsurprising due to the car-fuelled modernity of the States).[7] Second, Japanese citizens rank fourth in the world for taking the most steps daily, averaging at 6,010 steps per capita.[8] South Africans trail behind with only 4,105 steps daily, pointing to a possible cause-and-effect of lower walkability and higher obesity on its streets.[9]
Tokyo is the largest metropolis globally, and it is home to the world’s busiest railway station – Shinjuku-Eki (as well as the world’s most-stepped-on crossing in Shibuya).[10][11] Furthermore, Japanese transit is arguably unmatched in efficiency. Since Tokyo exhibits the most extensive and sophisticated rail network, walkability is essential to safely get pedestrians from their homes to the stations and back.
Kyoto has a distinct split between its ancient city and modern downtown.[12][13] The ancient city is a pedestrian mecca and, for the most part, car-free. Naturally, therefore, it attracts great crowds of tourists and locals to attend events and visit cultural and religious sites.
On the other side of town, the modern city still boasts broad sidewalks alongside multi-lane roads; it is layered with pedestrian bridges, broad zebra-crossings, infrastructure for the blind and other physically impaired, and great public transport.
That is not to say these urban areas are without flaws; in Nagasaki, for instance, older people disproportionately reside in areas with lower walkability and accessibility.[14] This issue is attributed to the steeper slopes at which their homes are located.
Interestingly, Cape Town exhibits a similar topography to Nagasaki. It has more in common than its geography alone…
From Nagasaki to the Mother City
The name Nagasaki (長崎) is derived from the Kanji meaning “Long Cape” or “Long Peninsula.“[15] Nagasaki prefecture is much more mountainous and waterlocked than the larger Western Cape Province, both city centres find themselves within an amphitheatre of mountains, with popular tourist attractions located along a hilly long peninsula to the south.[16]
Topography of the Cape Town Peninsula (Altitude). Map by Jacques Quass de Vos.
Note: The area in consideration is approximately 1574.42 km2.
Topography of the Nagasaki-City Peninsula (Altitude). Map by Jacques Quass de Vos.
Note: The area in consideration is approximately 1545.92 km2.
While the juxtaposition of a bustling metropolis with the grand natural landscape creates beautiful scenery (boosting tourism and happy living), the frequency and intensity of inclines reduce pedestrian accessibility to some areas. Both urban centres have extensive sidewalk and road access, scenic promenades, parks, and hiking routes. However, Nagasaki takes the cake with its superior transit and trams.[17][18]
Cape Town City Bowl Transport Modes. Map by Jacques Quass de Vos.
Note: The area in consideration is approximately 44.52 km2.
Nagasaki Station and Surrounds Transport Modes. Map by Jacques Quass de Vos.
Note: The area in consideration is approximately 44.13 km2.
Nagasaki’s tram lines seem to begin and end in areas with high pedestrian thoroughfares while providing safe passage through busy, car-laden streets. Why is this important? Most of the literature argues that walkability is conducive to increased transit use;[7] using inverse intuition, could better transit and easy access to hot spots promote walking in turn?
Cape Town used to boast an extensive light rail system via horse-drawn trams, electric trams, and trolleybuses.[19] Then, modernist planning – finding itself conveniently aligned with the segregationist goals of the apartheid government – led to the eventual elimination of these networks.[20] In Johannesburg’s case, it is said that the trams which once propelled growth in the metro were “impeding its growth.“[21]
The result was highly disjointed cities necessitating motor transport,[20] which eventually found its answer in bus rapid transit.[19] Nevertheless, the widespread adoption of MyCiTi Bus regularly and ad hoc has been disappointing, especially regarding tourist use.[22] Nagasaki’s tram network, in contrast, has over 100 years of history – a stalwart of sustainable design and development.[17]
Let Me Walk You to the Station
Rethinking sustainable urban transit is just one part where Cape Town can take inspiration from the Japanese urban model. Another point of inspiration could be promoting more vibrant and safer night-time economies, following the idea of “safety in numbers.“[5]
The 1st International Conference on Night Studies provides valuable insights into how different cultures and economies overcame the so-called dangers of the night or benefited from more active economic activity.[22] Shinjuku’s famed Golden Gai district is a prime example of a vibrant midnight economy. It gives pedestrians free rein over its narrow, neon-laden streets, where tiny and distinctive bars are packed with tourists and locals alike. Nearly every large Japanese city has one or a few of these districts.
Cape Town loves a good neighbourhood or farmer’s market, such as the Oranjezicht Market and the Old Biscuit Mill. On the other hand, Japanese cities have roofed shopping streets, serving the same purpose. What is unique about these roofed markets is that they are essentially pedestrianized streets, flowing seamlessly into the roads encapsulating them and open alleys. They provide a sense of freedom and safety, allowing shoppers to browse easily.
Pedestrianised streets – such as St. Georges Mall, the first of its kind in SA[23] – increase people’s interactions with their surroundings while providing shelter from the country’s otherwise dangerous roads.[24][25] There is much to learn from Japanese urban centres. While they are not perfect by any means, they are safe; an important consideration is what your actions can do to promote better walkability. Keep that in mind next time you decide to jaywalk.
NOTES:
All of the figures used in this post were created using OpenStreetMaps[18] and R: A language and environment for statistical computing.[26]
REFERENCES:
[1]Lo, Ria Hutabarat. “Walkability: What Is It?” Journal of Urbanism: International Research on Placemaking and Urban Sustainability 2, no. 2 (2009): 145–66. https://doi.org/10.1080/17549170903092867.
[2]Novack, Tessio, Zhiyong Wang, and Alexander Zipf. “A system for generating customized pleasant pedestrian routes based on OpenStreetMap data.” Sensors 18, no. 11 (2018): 3794.
[3]Maghelal, Praveen K., and Cara Jean Capp. “Walkability: A Review of Existing Pedestrian Indices.” Journal of the Urban & Regional Information Systems Association 23, no. 2 (2011).
[4]“Ranked: The World’s Top 50 Most Walkable Cities.” Tourlane. Accessed July 5, 2023. https://www.tourlane.com/most-walkable-cities/.
[5]Steuteville, Robert. “Ten Social Benefits of Walkable Places.” CNU, April 4, 2023. https://www.cnu.org/publicsquare/2021/08/12/we-shape-our-cities-and-then-they-shape-us.
[6]Bartzokas-Tsiompras, Alexandros. “Utilizing Openstreetmap Data to Measure and Compare Pedestrian Street Lengths in 992 Cities around the World.” European Journal of Geography 13, no. 2 (2022): 127–41. https://doi.org/10.48088/ejg.a.bar.13.2.127.138.
[7]Nawrocki, J., D. Nakagawa, R. Matsunaka, and T. Oba. “Measuring Walkability and Its Effect on Light Rail Usage: A Comparative Study of the USA and Japan.” WIT Transactions on The Built Environment, 2014. https://doi.org/10.2495/ut140261.
[8]Althoff, Tim, Rok Sosič, Jennifer L. Hicks, Abby C. King, Scott L. Delp, and Jure Leskovec. “Large-Scale Physical Activity Data Reveal Worldwide Activity Inequality.” Nature 547, no. 7663 (2017): 336–39. https://doi.org/10.1038/nature23018.
[9]Sobuwa, Yoliswa. “SA’s Worsening Obesity Challenge.” News24, March 5, 2023. https://www.news24.com/citypress/news/sas-worsening-obesity-challenge-20230305.
[10]Williams, Matthew. “Walkability, Place and Well-Being in Tokyo.” Journal of Transport & Health 5 (2017). https://doi.org/10.1016/j.jth.2017.05.303.
[11]Zanlungo, Francesco, Claudio Feliciani, Zeynep Yücel, Xiaolu Jia, Katsuhiro Nishinari, and Takayuki Kanda. “A Pure Number to Assess ‘Congestion’ in Pedestrian Crowds.” Transportation Research Part C: Emerging Technologies 148 (2023): 104041. https://doi.org/10.1016/j.trc.2023.104041.
[12]Feasley, Lassor. “Kyoto and Walkability.” Medium, August 17, 2019. https://medium.com/inroads/kyoto-and-walkability-aa3e71a04f3c.
[13]Yuan, Kun, Hirokazu Abe, Noriko Otsuka, Kensuke Yasufuku, and Akira Takahashi. “A Comprehensive Evaluation of Walkability in Historical Cities: The Case of Xi’an and Kyoto.” Sustainability 15, no. 6 (2023): 5525. https://doi.org/10.3390/su15065525.
[14]Kosaka, Satoko, Rieko Nakao, Mayumi Ohnishi, and Masahiro Umezaki. “The Proportion of Older Population in Nagasaki, Japan, Is Higher in Areas with Poor Walkability and Accessibility.” Japanese Journal of Health and Human Ecology 87, no. 5 (2021): 237–45. https://doi.org/10.3861/kenko.87.5_237.
[15]“Japanese Dictionary Search for ‘長崎.’” Jisho.org. Accessed July 5, 2023. https://jisho.org/search/%E9%95%B7%E5%B4%8E.
[16]DIVA-GIS. Accessed July 6, 2023. https://www.diva-gis.org/gdata.
[17]Utsunomiya, Kiyohito. “When will Japan choose light rail transit?.” Japan Railway & Transport Review 38 (2004): 10-16. Accessed July 6, 2023. https://www.ejrcf.or.jp/jrtr/jrtr38/f10_uts.html.
[18]OpenStreetMap Contributors. 2023. “Planet Dump.” Accessed July 6, 2023. https://www.openstreetmap.org.
[19]Wood, Astrid. “Multiple Temporalities of Policy Circulation: Gradual, Repetitive and Delayed Processes of BRT Adoption in South African Cities.” International Journal of Urban and Regional Research 39, no. 3 (2015): 568–80. https://doi.org/10.1111/1468-2427.12216.
[20]Van Heerden, Schalk Willem. “A GIS-based walkability index for the City of Cape Town.” Master’s thesis, University of Cape Town, 2018. Accessed July 6, 2023. https://open.uct.ac.za/handle/11427/28139.
[21]Baffi, Solène, Ronnie Donaldson, and Manfred Spocter. “Tourist Mobilities in Cape Town: Unveiling Practices in the Post-Apartheid City.” Tourism Planning & Development 17, no. 5 (2019): 537–55. https://doi.org/10.1080/21568316.2019.1673807.
[22]Garcia Ruiz, M., and J. Nofre. “ICNS Proceedings.” ICNS Proceedings (2020). Accessed July 7, 2023. http://hdl.handle.net/10071/20802.
[23]Moosajee, Naadiya. “An investigation into the pedestrianisation of city streets: a move towards pedestrain friendly spaces and their economic effects in the City of Cape Town.” Master’s thesis, University of Cape Town, 2009. Accessed July 7, 2023. http://hdl.handle.net/11427/5023.
[24]Soni, Nikhil, and Neetishree Soni. “Benefits of Pedestrianization and Warrants to Pedestrianize an Area.” Land Use Policy 57 (2016): 139–50. https://doi.org/10.1016/j.landusepol.2016.05.009.
[25]Schrieber, Sinesipho. “South Africans the World’s Worst Drivers? – Here’s Where SA’s Ranked.” TimesLIVE, July 6, 2023. https://www.timeslive.co.za/news/south-africa/2023-07-06-south-africans-the-worlds-worst-drivers–heres-where-sas-ranked/.
[26] R Core Team. 2022. R: A language and environment for statistical computing. R Foundation for Statistical Computing, Vienna, Austria. https://www.R-project.org/.